Dumping-car



(No Model.) 2 Sheets-Sheet 1. J. M. GOODWIN.

DUMPING OAR. I No. 403,584. Patented May 21, 1889.

lm enior;

T T Q s n n m I: H. L 1m w 18 W M v w FJgZ Whites-ses- Us 2 SheetsSheet2.

(No Model.)

J. M. GOODWIN.

DUMPING GAR.

No. 403,584. Patented May 21, 1889.

Wifnesses;

N. PETERS. Phoh)Lithugnpherik'lnhmgmn. D. C.

UNITED STATES PATENT OFFICE.

JOHN M. GOODlVIN, OF SHARPSVILLE, PENNSYLVANIA.

DUMPlNG-CAR.

SPECIFICATION forming part Of Letters Patent No. 403,584, dated May 21,1889.

Application filed October 26, 1888. Serial No. 289,186- (No model.)

To all whom it may concern.-

Be it known that I, JOHN M. GOODWIN, a citizen of the United States,residing at Sharpsville, in the county of Mercer and State ofPennsylvania, have invented certain new and useful improvements indumpingcars and certain devices, apparatus, and appliances contributoryto the results sought through the operation of the said improvements, ofwhich the following is a specification, reference being therein had tothe drawings accompanying the same and forming part of this myapplication for Letters Patent of the United States.

My said invention relates to dumping-cars of that species in which anon-careening cargo-box is fitted with fixed inclined floors pitching,respectively, from the sides and ends, or from the sides only or theends only thereof, downward toward the center of the car-body, or with afixed inclined floor pitching from one side or one end of such cargoboxdownward to or toward the opposite side or end thereof, or with twofixed inclined floors, the more elevated edge of each abutting that ofthe other along the middle of the car, said floors pitching from suchcommon apex-line downward, one to or toward one side and the other to ortoward the opposite side of the car, and particularly to dumping-- carsconstructed substantially in accordance with the peculiar plan of thatcar described in the specification forming part of Letters Patent of theUnited States No. 130,424, dated August 13, 1872, and shown by thedrawings accompanying said specification. In cars of the speciesspecified the operation of dumping is performed without any tipping orcareening of the body of the car. Upon release of appropriate doors orvalves the load isdischarged by gravity over inclined floors. In certaincars of this species largely in use the load is discharged through thebottom of the cargo-box. In certain others the load is discharged fromthe sides, and about half from each side of the car. In those cars inwhich one fixed inclined fioor extends across the cargo-box the load isdischarged all on one side of the car. The dumping-car described in saidLetters Patent No. 130,424 is peculiar in this, that through theoperation of gravity merely, and without any careening of the car orcargo-box, it discharges the whole of its load at either of its sides,as desired, or a portion, practically one-half, at one side, andsimultaneously the other portion at the other side of the car. In actualservice this carhas prooved particularly efiective and very useful inthe lines of work for which it was designed. Practice has, however,demonstrated that improvement in certain of the appliances now used foroperating the car is very desirable, and practice with other cars of thespe cies has shown the inadequacy to the service demanded of them of theseparatelymounted and independently-acting valve-detent latches usedtherein.

The objects of my said invention are to provide improved means forfixing and holding in place (to retain the load, and for releasing fordischarge of such load) the doors or valves in durnping-cars, in whichthe lading of the car is discharged through release of a door or valve,or more than one of either, extending lengthwise of the car, andserving, while the car is in transit, to retain or to carry and retainsuch lading; to provide improved means for fixing and holding in place(to retain, or to carry and retain a load, and for releasing fordischarge of such load, and for raising and replacing in position toretain a load) the doors or valves in dumping-cars of the specieshereinbefore specifically designated, in which the lading of the carrests wholly or in part upon fixed inclined floors, or upon floors inpart fixed and in part movable about a pivot, and is discharged bygravity without any tipping or careening of the cargo-box of the car orof the car itself, and particularly to increase the effectiveness of thedumping-car described in Letters Patent of the United States No.130,424, dated August 13, 1872, by providing improved means andappliances for operating (holding in place to retain load, releasing,and replacing) the valves of such cars. I attain these objects by meansof the devices illustrated in the drawings accompanying thisspecification, in which- Figure 1 isavertical section across the body ofa car like that described and shown in said Letters Patent No. 130,424,showing those parts of said car to which my said invention relates. Fig.2 is a verticalsection across the 'rod, m or m, carried by the brackets,as J or in Fig. 3. The four figures above named are of uniform scale.Figs. 5, 6, and 7, on an enrged scale, respectively show details of myimproved devices for operating, as aforesaid, the valves of such car.

Throughout the several views similar letters of reference indicatesimilar parts.

As indicated by Fig. 1 and as constructed in practice, the cargo-box ofthe dumpingcar which is the subject of said Letters Patent No. 130,424;is when carrying a load uniformly V-shaped in cross-section withperpendiculartop sides. The cargo rests upon two inclined floors, oneextending from either top side of the cargo-box downward toward thelongitudinal middle of thecar. Of each of these floors an upper portionis fixed. The lower portion of each such floor-on occasion operated as avalve-is hinged upon a rod, 6, extending throughout the length of thecarbody midway between the sides of the same, supported by bearings,usually four in number in a four-wheeled car, one in each of severalstandards, as 00, fixed each upon a cross-truss, as 3, extending fromside sill S to side sill S of the car. While forming part of'one of theinclined cargo-carrying floors aforesaid and in position, as shown inFig. 1, on the side U thereof, each of said valves is supported at itslower edge by its hinges, as h, pivoted on the rod 6.

In a four-wheeled car each valve has usually four principal crossmembers or cleats, as c, spaced in conformity with the spacing of thecross-trusses aforesaid, and a hinge for each such cleat. At its upperedge the valve is supported by detents, as y-one at each cleat of thevalve. g

The detents of each valve are fixed upon a j, which support the fixedportion, as or u, of an inclined floor. This rodmhas abearing in each ofsaid brackets. It extends throughout the length of the cargo-box, andone end of it, projecting outside the cargo-box, is fitted with an armor lever similar to that shown at d in Figs. 3 and 4, respectively, bymeans of which, with a stop suitable to the purpose, the rod is held soas to maintain the detents thereon fixed in position (shown at y inFig. 1) for supporting the valve.

To discharge the entire load of the car upon either side thereof, thearm of the detent-rod m orm on the side from which the load is to bedischarged is released from its stop. The weight of the load on thevalve, bearing on the detents on such rod, causes a partial revolutionof said rod and a corresponding depression of said detents, and the edgeblocks, as q, one of which bolted to a crosstruss is opposed to eachsuch cleat.

As shown on the side D of Fig. 1, the dropped valve, in association withthe fixed inclined floor a one, then forms the lower half of an inclinedfloor extending from one top side of the cargo-box entirely across thecar and outboard, beyond the sill over which the dropped valvedischarges as far as need be in order that material so discharged shallfall clear of the axle-boxes of the car, and out over this floor theentire load descends by gravity. Simultaneous release of both detentrods causes discharge of a portion-about onehalf-of the lading on eachside of the car.

For replacing a dropped valve into the position represented on the sideU of Fig. 1, the following described appliances are provided: Upon therod e arms-in a four-wheeled car ordinarily two in number, of which 1;in the figure represents one-are keyed or otherwisefixed depending fromthe rod. At one end of the car, preferably that at which the detentrodlevers are placed, the rod 6, suitably extended through the bulk-head ofthe car, is fitted for application thereto of a lever similar to thelever RL. (Shown in Figs. 3 and 4, respectively.) To replace a valve asaforesaid, the rod e by means of its said lever is rotated in itsbearings and in the hinges of the valves, so as to carry the attachedarms, as 1;, up against the under side of the floor of the valve to beraised, and by continuation of such rotation the valve is swung upwarduntil the surface of the floor of the valve is nearly or quite in linewith that of the adjacent fixed floor, whereupon by operation of theappropriate detent-rod lever the detents of that valve are set and fixedin place to retain the valve.

The top of the car shown in Fig. 1 is slightly more than eight feetabove the railway-rail. Inorder to lessen the height of the car, I haveheretofore beveled the sills S S of the car, as shown in Fig. 2, withthe effect of bringing all the floors down by as much as the lowerfloors descend in the space of the width of one sill. In the car shownin Fig. 2 this descent is three and three-eighths inches.

1 have heretofore to compensate in some degree for reducing thecrosssectional area of the sills clamped together each sill and itsoverlying floor by means of iron brackets shaped and disposed as shownat Z'and Z'in Fig. 2 and at Z Z in Fig. 3.

A considerable increase of the pitch of the lower floors of the car may,if desirable, be made (without increase of height above rail of the topof the car) through use of any one of several practicable appropriatedispositions of the sills and springs,.respectively, of the car. Eachvalve of this car extends the entire length of the cargo-box and formsat least one-sixth, and in some instances more than one-fourth, of theload-supporting floor of that box, and as the cargo-space directly overthe .I have also reduced the height of the sideboards sh sb.

valve is greater than that over the more elevated adjacent fixed flooreach valve,whatever its width, carries more weight than does any sectionof fixed floor of like width. In view of these conditions the fact isobvious that in the dropping of a loaded valve a simultaneous withdrawalof all detents engaged with the swinging edge of the valve is a greatdesideratum. A stable and uniform support of the swinging edge of thevalve is equally necessary.

Experience has taught me that each detent should be a positive strut(forming a direct support for that part of the valve and that proportion of the load of the valve for the carrying of which it isdesigned) mounted on a distinct positively-fixed andpractically-unyielding heel-support or abutment; that while each detentshould act independently as a strut, as aforesaid, the several detentstogether supporting a valve should be so connected that a single simplemovement of an appropriate lever will effect simultaneous withdrawal ofthese detents from engagement with the valve; that the detents should beso shaped and mounted that when set in position to support their valvethey, with other parts of the detent-gear, will so gravitate that thejars and shocks incident to travel of the car will operate to maintainthem in that position, while no part of said gear will gravitate toopposite eifect; that the detents and the parts of the valve with whichthey engage should be shaped and disposed so that (a) no jamming norinterlocking of the parts so engaged shall be possible, so that (b) inthe operation of withdrawal of the detents for release of the valve nolifting of the valve will be involved, and so that (0) each detent shalloscillate in a vertical plane, and shall oppose to the descending edgeof the valve, or to that part of it bearing on the detent, a surface,preferably convex, so disposed that immediately upon commencement ofmovement in withdrawal of the detent the weight of the valve will act toexpedite that movement. The detents heretofore used in this car arefashioned, mounted, and operated as indicated in Fig. 1, and depend forstability in place to sustain a valve upon the rigidity of thedetent-rod, as m in Fig. 1, 011 which they are fixed.

Of the strains to which a load on these detents subjects such rod themost trying is that due to torsion, and a rod which throughout its wholelength effectively resists this strain has necessarily a strength(suggesting also a size and weight) largely in excess of that necessaryto the support simply of the weight of the load carried, and where astrain such as that described is to be met prudence dictates use of arod of size considerably greater than that theoretically sufficient. Inview of these facts, and in order to provide detent-gear having thequalities and characteristics above recited as desirable therein, I havedevised the detent apparatus shown by Figs. 2, 3, 4, and 7, in whichfigures 0 is a cleat of a valve in position for carrying a load. y is adetent supporting said cleat, pivoted on a pin,j which pin is a part ofor is fixed in the bracketj, which carries the inner part of the fixedfloor 7a. A detent, like y, is provided for each valve-cleat of the car,and in a car like that of which one-half in length is shown in Fig. 3there are ordinarily four such cleats on each of the two valves of thecar. Corresponding with each such cleat there are two brackets, as j andf, preferably of cast-iron, placed back to back, as shownj' upon theinner side of an appropriate timber, as U S, and on the out-board sideof said timberthe two brackets being jointly fastened to said timber,and in due relation the one to the other by through-bolts, as ib.Lag-bolts, as U), are also used to hold the bracket f.

m is a square rod of iron or steel (serving some of the purposes of therod m or m of Fig. 1) called herein the detentrod, extending throughoutthe length of the car and beyond one end of the cargo-box thereof,carried in bearings in the brackets f f and the end bracket, cl). Onthis rod are rocker-arms, as t'-one opposite each detent. Each rockerarmhas on one side of it a circular boss, in which a square hole forreception of the rod m is centered, and this circular boss fits in acircular perforation, mh, in the adjacent bracket f and forms a hearing,as aforesaid, for said rod m.

On that end of the rod m which projects outward beyond one end of thecargo-box of the car an actuating arm or lever is fixed. \Vhen thedetentgear is in position to hold a valve in place to retain a load,such lever stands inclined outward from the side of the car, as shown at(ZZ in Fig. 4c, and the rockerarms stand perpendicularly.

The upper or swinging end of each detent is connected with the lower orswinging end of the corresponding rocker-arm by a bar or link, w, whichextends through and plays in a suitable passage and guideway formed bycorresponding slots made in the back plate of j, the timber U S, and theback plate of f, respectively.

In the drawings the bar or link Qt" has at one end of it a cross-head,which engages a slot opening upward in the upper extremity of the detent1 and near the other end of it a cross-pin, (inserted after the baris inplace,) which engages a slot opening downward in the lower extremity ofthe rocker-arm Z. An equally effective connection between y and 25 maybe otherwise made but I prefer that shown. By bringing the lever (ZZinto position corresponding with that of the like lever, (ll, Fig. at, apartial revolution of the rod on is produced, whereby the rocker-armst", &c., are turned outward or away from the car, the connected detentsy, &c., are withdrawn from engagement with the cleats of the valve,

and the valve is released to drop until stopped, as hereinbefore setforth, in position corresponding with that of the valve '1" in Fig. 2.

The operation of replacing the valve of the dumping-car by means ofapparatus substantially like that shown in Fig. 1 and described in saidspecification in Letters Patent No. 130,424, while reasonablypracticable under favoring conditions, has been frequently foundexcessively laborious. Several devices (in each of which thereplacing-arm v or the substituted equivalent thereof, has been actuatedby means of a rack and pinion or by a winch actingon a chain) have beenapplied to this service, and after trial discarded as unduly complicatedand correspondingly liable to damage and unduly slow in operation,

and the original device, with some modification of the shape of thereplacing-arm c, Fig. 1, has been heretofore continued in use.

I have now provided the improved valvereplacing gear shown by Figs. 2,3, 4, and 6, in which a square rod, 4" 4", extending throughout thelength of the cargo-box of the car and at one end thereof (or, ifdesired, at each end) projecting beyond such cargo-box, is, by means ofsuitable sleeves, as p, Fig.5, carried in journal-bearings formed (onein the base part of each) in the standards as 00, &c., which carry themain rod e, as aforesaid. On the rod 7* r valve-raising arms, (in a four-wheeled car, preferably two in number,) as 1), Figs. 2, 5, and 6, arefixed, preferably placed with reference to the extremities of the valvesof the can-as indicated in Fig. 3.

The arms 1), &c., are preferably of cast metal and of shape shown byFigs. 5 and 6. The head of the arm 1; having a square perforationfitting on the square rod 1 1, no keying of the arm on the rod isnecessary. The end (or either end) of the rod 1" 1', which projects, asaforesaid, beyond an end of the cargo-box, is supported in the middlepost, as mp, of the car by a sleeve, as p of Fig. 5. On the projectingend of the rod o r a lever, RL in Figs. 3 and 4 (in practice about threefeet eight inches long) is fitted. Upon the under face of each valve twodownwardlyprojecting butts, as or, are fixed, as shown in Figs. 2, 3,and 6, each opposing one of the valve-raising arms aforesaid. Supposethe valve on the side U of Fig. 2 to be dropped in positioncorresponding to that of the valve on side D of that figure. Then toraise the dropped valve the lever RL will be carried over into positionshown by dotted lines in Fig. 4 and like lines in Fig. 6, whereby thearms 1:, &c., and by them the butts 4W, &c., and the valve will beforced into the position in which they appear in Fig. 6, in whichposition the detents y, &e., applied as aforesaid, will hold the valve.To raise valve dropped on side D of the figures, the lever BL is carriedto the opposite side, U, with corresponding action on the arms, butts,and valve on said side D. As below set forth, this valveraising gear isa useful improvement upon that described in said patent No. 130,424, andheretofore and now used in dumping-cars having the features covered bysaid patent.

In the original gear all the hinges of both valves bear upon the rod 8,to which the valveraising arms, as c, Fig. 1, are fixed. The resistanceto any turning of the rod e offered by the accumulated friction of thesehinges is in any case very considerable, and in practice the rod e issometimes (through uneven bearing of the car on the track, for instance)quite firmly gripped by the hinges. In the early part of the partialrevolution of the rod 6, necessary in the gear heretofore used to theoperation of the arms 22, &c., the rod must turn in all the hinges, andsometimes the greater part of the power applied to the lever is-expendedin the mere turning of the rod in these hinges, in which case theoperation of raising the valve with only the leverage afforded by theoriginal gear is excessively laborious. r

In the improved gear the rod '1' r, forming the rocking fulcrum of thelever, made up of RL and the arms v, 850., is free from any directoperation of the friction of the rod 6 in the valve-hinges. I11 raisinga valve the force of the lever has of course to turn the hinges of thatvalve upon the rod e; or should the hinges of that valve be absolutelygripped on the rod ethe hinges of the other valve being loose thereon,as ordinarily they are-the lever has to turn the rod in the hinges ofthe other valve; and in view of the last-named possible condition theadvantage gained by operating the valve-replacing arms by an independentrod, as 'r r, is apparent, because with the hinges of a valvefast-jammed on the rod 6 the original gear could replace only thatvalve, and that only by application of extraordinary force to the lever,whereas with the improved gear the operation of replacing either valvewould in such case be no more difficult than under normal conditions, inwhich the hinges of each valve play freely on the rod 6, and, indeed,with the improved vgear one valve may be rigidly fixed upon the rod 6without hinges, and such construction would have the useful effect ofresisting deflections of the rod from a right line. With the fulcrum ofthe lever RL and Q7 lowered from 6 to the line in which the rod 1" 7'lies, the length of the lever RL (which should not extend above the endof the cargo-box) may be considerably greater than that permissible in ithe lever heretofore used, attached to the end of the rod e. Thislowering is made feasible through introduction of the butts, as or,projecting downward from the under face of each valve, by interpositionof which between the valve-raising arms and the valve itself the reachheretofore necessary in the armt itself is largely reduced, whereby theproportionate length of the long or actuating member of the said lever(and consequently the lifting effect of the arm 1') is materiallyincreased over what it is with the fulcrum of the lever at e.

Throughout the operation of raising a valve any part of the arm 1' whichshould continuously bear against the opposed member of a butt, as M,would have a sliding movement on said member, with intent to modify themovement on or of those points in the arm T which in such operation bearon said butt and to make it a quasi-rolling motion, thereby promoting anequable and smooth travel of the opposed parts one on the other. I havegiven the lifting end of Z; the double-convex spear-head shape shown inFigs. 2 and 6.

The height above the railway-rail of the top of the dumping-car shown inFigs. 2, 3, and 4 is seven feet five inches, which practically prohibitsthe casting of material over the top side of the car from therailway-ditch below the level of the rail by hand-shoveling. In order torender the car available on occasion for ditching, or like railwayservice, I have devised supplementary side-boards, (represented at g gin Fig. -1.) Each such board is preferably about thirteen inches wideand has across each end of it, and extending beyond one of its edges, ametal strap or cleat, which terminates in an open hook, by which hooksthe board is hung on either side of the car to two staples, as gs, ofwhich there is one in each of the corner-posts of the car. WVhen theboard is hung as aforesaid, its lower edge fits along one of thedischarging floors or aprons, as a or a. Distributed along this loweredge of the board and out-board of the same are perpendicularly slidingbolts, as 1, (preferably four in a four-wheeled can) of round iron,which, when socketed in appropriate holes in the associated dischargingfloor or apron, as a, Fig. 2, serve to hold the board in place, as shownin Figs. 2 and 4.

In case material taken from a ditch or from alongside the railway, asaforesaid, is to be discharged all from one side of the car, only one ofthe supplementary side-boards is used. Such board is placed on the sideof the car from which the discharge is to be made and the valve on thatside dropped, the opposite valve being ordinarily kept up.

If discharge from each side of the car is permissible or desired, bothsupplementary side-boards are applied, and both valves are dropped.

As preliminary to discharge of a load carried as just described on adropped valve, allbolts of the associated side-boards, (g or g,) exceptthe two end bolts, are withdrawn from their sockets. The two end boltsare then simultaneously struck upward and so withdrawn, whereupon theboard is free to swing outward letting the load slide overboard.

\Vhen not in use, the side-boardsas g, for instance-are to be stowedbeneath the car, each in a rack, as shown at g in Fig. 2.

Having fully described my invention,what

I claim, and desire to secure by Letters Patent of the United States, is

1. In a noi'i-careening dumping-car having valves extending lengthwiseof the car,which, when suitably held along one edge by appropriatedetents, retain the load of the car, and when freed from such detentsrelease such load, the valve-detent gear aforesaid, consisting ofseveral detents acting in support of such valve as direct struts,suitably distributed parallel with, adjacent to, and below such edge ofsuchvalve, individually pivoted.

each on an appropriate journal-pin or suitably-formed abutment cast onor secured to a fixed member'of the car and oscillating in a verticalplane, and an associated rocker shaft or rod operated by a lever appliedat one end (or levers, one at each end) thereof and carrying oppositeeach such detent a rocker-arm connected with such opposed detent by abar or link constructed, disposed, and operating substantially as andfor the purposes set forth.

2. In a non-eareening dumping-car having cargo-discharging valvesextending lengthwise of the car and discharging its load through thedropping or letting down of such valves, or some of them, thevalve-replacing gear consisting of a rocker shaft or rod extendinglengthwise of the car, and at one or each end thereof beyond thecargo-box of the car,suitably mounted in appropriate bearings situatedbelow the hinge-bearings of the valves aforesaid and having at one oreach of its ends an actuating arm or lever, vibrating arms fixed on suchshaft, and brackets or butts fixed upon the inferior face of each suchvalve, one opposed to each such vibrating arm, constructed, disposed,and operating substantially as and for the purposes set forth.

3. In a non-careening dumping-car combinin g in its construction fixedinclined floors, as a and k, the in-board edge of each thereof carriedby brackets, as j, and valves, each made up of cleats, as c, and floors,as r and a, each such cleat having its out-board end suitably fashionedfor adj ustinent with a corresponding detent, as "y,in the operationwhereof in order to carry a cargo, each such valve is, by detentssuitably disposed, unyieldingly supported and held in association withthe fixed inclined floor thereto correspondent, as on the side .U of thecar in Fig. 2, and for the purpose of discharging cargo each such valveis to be dropped by a uniform release of the out-board edge ofthe valveeffected by a simultaneous withdrawal of the several members of thedetent-gear supporting the same, the combination of the valvesaforesaid, the detent-gear, whereof the tripping members, alternatelysupporting and releasing a valve, are individually pivoted each on ajournalpin or abutment fixed in or formed upon one of the floor-carryingbrackets, as j, and act in support of the valve as direct struts orposts, and the floor-carrying brackets, as j,

each provided with a journal-pin, as 7' or other suitable abutment forsupport of a tripping member of the detent-gear, operating inassociation substantially as described, and for the particular purposesspecified.

4. In a non-careen'ing side-discharging dumping-car combining in itsconstruction fixed inclined floors, as a and n and a and 7c, extendinglengthwise of the car and respectively along the sides of the same, theuppermost two of such floors, as 'n, and k, serving primarily, each as acargo-carrying floor, but in the operation of dumping forming a sectionof a cargo-chute, and valves intermediate between such oppositely-fixedfloors, wherein, by appropriate disposition of said valves,respectively, and association of one of them with that upper fixed floorwith which it directly co-operates, and accompanying association of theother valve with the lower fixed floor, with which it directlyco-operates, a continuous inclined plane is. formed, extending from theuppermost edge of the upper fixed floor on either side of the cardownward and entirely across the car to the lower edge of the oppositelower fixed floor, or by association of each valve with the lowerinclined floor, with which it directly co-operates, two continuousinclined planes are formed, respectively extending from a common apexalong the longitudinal middle line of the car downward and outward, eachto the lower edge of that lower floor which forms part of that plane, asa means for retaini-ng for carriage in such car material deposited uponan inclined plane formed as aforesaid and extending all across the caror upon either or both of the two oppositely-directed inclined planesdeclining outward, simultaneouslyformed as aforesaid, one upon each sideof the middle line of the car, and for. releasing such material in orderthat it may be dumped by operation of the said inclined floors uponwhich it lies, the supplementary side-boards hereinbefore described andherewith shown, each fitted with suspend-' ing-hooks and locking-boltswhereby it is ad carrying the same, constructed, applied, se-

cured, released, carried, and operating substantially as and for thepurposes set forth.

5. In a non-careening side-discharging dumping-car combining in. itsconstruction fixed inclined floors and valves arranged with relation toeach other and operating substantially as hereinbefore described and asshown in Fig. 2, wherein, by appropriate disposition of said valves,respectively, as described, a continuous inclined plane is formedextending from either side' of the car, as de sired, all across the car,and operating as a chute for discharge of the entire load of the carupon that side thereof toward which such plane declines, the combinationof the supplementary adjustable and removable sideboard constructed andapplied to such car, as described and as shown on the sideU of Fig. 2,and the discharging floor or chute formed in such car by disposing andfixing the valves of the car so that they, with either of the lowerfixed floors and the opposite upper fixed floor of the car, constitute acontinuous inclined plane extending allacross the car, as aforesaid,substantially as described, and for attainment of the supplementalresult desired, as set forth.

JOHN M. GOODWIN. Witnesses:

WILLIAM M. KIRKPATRICK, J. (J. HUDsoN,

